Rail anchor



June 10, 1952 o. F. ARTHUR E1- Al.

RAIL ANCHOR 2 SHEETS-SHEET l Filed OC'. 29, 1946 m Y r-i INVENTORS F" OSCAR FP50 JRTHUA? FREDERICK SHI/LE BY Www-Mw A TTOQNEYS J NS@ @l 2 June 10, 1952 O. F. ARTHUR ET AL RAIL ANCHOR 2 SHEETS- SHEET 2 Filed 000. 29, 1946 I INVENTORS 05m/e PRID ARN/we FREDER/ck 5cm/L5 BY y MMR ,UJ LM 'e (Milam All. A

usually somewhat larger at the top than at the bottom, as illustrated in Fig. 1. This diierence in size is caused by the punching operation. During manufacture the tie plate holes are punched from the bottom, the punching operation tearing the metal at the top a little more than at the bottom of the hole. The taper usually does not extend the entire depth of the hole but the hole is usually of more or less uniform size from the bottom of the tie plate (as indicated by I9) to a point midway the thickness of the plate from which point the taper starts and continues to the top of the plate (as indicated by 20). The holes for the line spikes I8, passing through the tie plate shoulders I1 and therefore being somewhat longer, naturally have more nare than the holes for hold-down spike 2l.

l The anchors I3 on either side of the rail are preferably identical in construction and dimension and are held in the line spike holes. Each anchor I3 comprises a shank 26 with a comparatively wide and thin arm 25 somewhat in the nature of a heavy leaf spring and ending in an upwardly extending contact lip or flange 26.

As shown in Figs. 4 and 5, the shank 2B is U-shaped in cross section. The back surface (remote from the rail) of the shank is shown tapered as indicated at 2'! with respect to the shank axis while the front face of the shank is straight as indicated at 3I with respect to the shank axis. The side faces are also tapered with respect to the shank axis as indicated at 29 (Fig. 2) but the side tapers are less than the back taper. The angle of back taper 2'I is preferably greater than that of the tie plate holes.

The leaf spring arm 25 ilares from the shank toward its free end, providing a web-engaging ange 26 of considerable extent lengthwise of the rail to provide an eicient triangle or truss action as discussed more in detail hereinafter. The web contact flange should preferably be straight (lengthwise of the rail) or, if not straight, it should present a concavity with respect to the rail web so that it will engage the web at spaced points. It should not present a convexity to the rail web or have any other shape causing any tendency to rock on the rail web.

The arm 25 extends substantially horizontally above the rail base and its direction may vary from a positive angle above horizontal to a negative angle below horizontal so long as the pressures generated by the clips act in the manner discussed more in detail hereinafter. This angle is determined by the line connecting the point of contact with the rail web and the section of highest ilexure during vertical rail movement. The negative angle is generally preferred, i. e., where the point of web contact is lower than the section having highest flexure.

The clips are installed merely by inserting the shank 24 in the tie plate hole with the contact lip 26 adjacent the rail web and pounding on the flat anvil top 30 with a two-pound maul. The dimensions of the clips are such that, as the shank is driven into the hole, pressure will be built up between the upturned flange 26 and the rail web. The tapered conguration of the tie plate hole and of the shank 24 facilitates starting the shank in the hole and causes the shank to tilt toward the rail as it is driven into the hole, stressing the metal in the flange 26, arm 25 and shank 24 sufciently to build up the desired pressure against the rail, the metal of the clips flexing to the necessary degree. The downward flare of the rail web I5 where the clip engages provides additional camming or wedging action on the arm 25, further increasing the pressure built up against the rail web as the clip is driven home.

Preferably the shank should not be driven below the bottom surface of the tie plate even with a minimum tolerance shank applied to a maximum tolerance hole. The clips should be capable of being withdrawn by an ordinary track tool.

The main holding force of the clip in the tie plate hole withstanding any upward pull is caused by the friction developed at the contact areas between the front and back surfaces of the shank and the corresponding faces of the hole. Any upward force at the lip or contact flange 26 of the leaf or arm 25 increases the holding power of the clip in the spike hole. The clip, in a sense, tends to rotate in a vertical plane passing through the shank about the contact area 32, where the back of the shank engages the top of the hole. The moment arm from the Contact area. 32 to the lip 2S is much greater than that from the contact area 32 to the contact area, indicated by 33, where the front of the shank engages the bottom of the hole. This gives a high mechanical advantage, generating high pressure against the front and back of the hole to resist any upward pull at the rail, and necessitates vertical exing of the arm or leaf 25.

It is preferred that the two opposed clips be used in longitudinally spaced line spike holes, as illustrated in Fig. 5a, although they may be placed in directly opposite line spike holes if desired.`

It will be understood that vertical movement of the rail with respect to the tie plate is a condition in track and it is generally undesirable to attempt to hold the rail down onto the tie plate. Maximum vertical movement of the rail with respect to the tie plate is not usually considered to exceed le to et; of an inch, depending upon the type and conditions of the track.

Creeping is resisted in the present construction by truss action of the straight surface (longitudinally of the rail) of the anchor arm flange E6 frictionally engaging the rail web-plus tight i'lt of the rectangular shank in the rectangular tie plate hole. This frictional force is effective to prevent rail creepage even with vertical rail movement but does not substantially interfere with such Vertical rail movement.

This pressure of the clip against the rail web is not dependent upon rail creepage as is the case with certain cam types of anchor. In the present clip the engagement between the clip and the rail web is wholly frictional and sufcient pressure is generated between the clip and the rail by the driving of the clip into the tie plate hole to prevent creepage. However, in some cases slight rail creepage may occur, causing one end of the longitudinally straightl lip surface to exert more pressure at the rail web. This shifting action is incidental and is caused by inaccuracies and is not deliberate as in the case with the true cam type anchor.

This small shifting of the rail anchor is of advantage in that it permits slight lengthening or shortening oi a single standard length rail due to temperature forces and, if the rail joints are not frozen, these changes in length will not be cumulative.

The upturned contact ange or lip 2B does not bite into the rail web or rub against it in annabee any way during use. :There -is lnovvertical slip- Page of the anchor --against `the yrail wbas ythe rail lexercises `its up-and-down `mover'nent `under traine. Any rubbing against lthe rail in use causes wear which "is undesirable.

The contact ilange or lip 2'6 may Ybe lturned upwardly as -in Fig. -1 -or downwardly as -indicated byv26 in Fig. '6. I-t ispreferred thatthe lip -turn upwardly as -n fFi-g. Y'l for manufacturing purposes. Theconstructionshow-n in Fig. 6=fo1 lows closely that shown in Figs. i1 to`5 fexcept for the aforesaid downtu-rnedcontactfl-ange and the somewhat less slope to the arm 'body necessary lfor the contact Aflange 28' lto engage -the proper part of the rail web.

As above stated-the arm '-125 mayslope dow-nwa-rdly toward ythe frail, Ni-ipwa-rdly -toward the rail, I`or horizontally *towardthe rail, -so long as the pressure eXer-tedby-the'clipsvonthe rail-is in the proper direction.

It .is undesirable 'fior `the clip or 'anchor to hold'the rail up r`oil? its `seat'f-23eventhoughr-the weight of the vtrain will `'always --push the rail downwardly. Itistherefore preferred that Vany vertical component inthe pressure exerted lby the clips against'the-railbe directed downwardly and not-upwardly. 'It isdesiredy'of course,that thepreponderance of vpressure --exerted by the clip on the rail-beexertedfhorizontally sov as not to interfere -with'rverticallmovement of the rail with respect to the tie Yplate. lIt 'is this pressure against the rail web which provides the vfrictional 'force between clip and rail to'resist creeping of the rail.

Itis desired that the pressure "exerted'by the clips against the railweb-'be-^substantially normal (i. e. perpendicular) "to :that-portion zofthe web surface contactedbyftheclip. IIue'to the fact that the webs of most frailslflare `sligl'itly-oui'.- wardly toward their lower ends before they merge into the lower nlletsfsuch normal contact pressure willahave a preponderantl-ygreat horizontal component and some, but relatively small, Adownward vertical component. vOrcourse the pressure exerted 'bythe'fclips against the rail web-may also -be'atsome small verticalangle '1 with respecty to normal, either above "normal or below normal, Eso'long as the vangle doesinotexcoed-the critical angle `of friction above `which the-contact i'langewvill'tend to slipfon the web surface, and Vso long as'there is no upwardfvertical force generated ksuiciently high to hold the rail off its seat.

It is preferred that the clip contactthe lower half of the rail web, 'and'not Atoo 'close to'the lower lillet, as Contact on the lower'nlletsurfaces may-'result in the downward verticalcomponent of 'pressure being great' enough'to interfere 'with free-vertical railmovement.

It will'be noted'thatlthe clipsy are'small 'and light and' in practicemayweigh somewhat less than a pound apiece. .'Considered with their einciency and theinability"to'prevent creepin both directions, this isV an `important advantage, particularly when'rail anchors are usuallysold on'a tonnageb'asis.

"It is intended that these clips exert su'cient frictional force on the -rail to cause 'the tie to move in its ballast before the railmoves with respect'to the tie plate.

According to f someV authorities, .a tie .will withstand a force, exerted lengthwiseof the i'.ail, in the neighborhood of 600 poundsperrail ,without moving ,laterally of -its length, .providedftheroadbe'd Ais well tamped` and.` has'a-rmballast. 'Ihis force will be `considera-bly "less `forrpoorly tamped track and for gravel, cinders or sand ballast/and willbe tremendouslyincreased in frozen fballast. It is desired that each `clip develop a :frictional force A(lengthwise of 1the'rail) as yhigh -as '-750 pounds (1500 pounds lper pair) to withstand creepage, which Nmeans that the di-rectlhor-izontal force applied bythefclips against -the web-must be several timesth-is 'fr-ictional force, depending upon the coeIicient-of friction between clip and rail. -To prevent 4.too much horizontal movement of the ties inso'ft road'bed a correspondingly larger number of clips lm'ustbe used.

'The clips are-preferablydesigned to allow'for a variation of y of-an inch 4under and -foan inch over inthe location `of the-spike holes and the same tolerance in the 'dimensions'of ithe spike holes, and -a manufacturing tolerance for the length of eachrclip-(fromftop o'fbshankf-to lip) of 31-2 cfa-n inclrover andfunder. Itis desired that -the above forces shouldjbe'exerted under normal vertical rail Vmovement VWithout over-straining the -Ametal of the'clip and causing it -to take a permanent set.

The turned-up or turned-down -contact "ange provides greater areaof contact aga-inst the rail web it also provides more metal to withstand the large contact pressures generated v'by driving the clip into position and Yto allow for manufacturing tolerances.

The clips may be -rnadeof -any standard spring steel having the necessary vcharacteristics -vfor withstanding the high stresses Aand strains. If desired, the clip may be coated' either by electroplating with a suitable Ametal, Asuch as 'zinc'or cadmium, or it' may -be Vcoated Yby some `such protecting coating suchas -asphaltum-or-tar, in order to prevent atmospheric vcorrosion and -possible failure wdue to corrosion fatigue. vMaterial such as asphaltum or tar should beapplied immediately after installation 'in the track.

It will be understood that the vclips may be used with direrent'types of `tie plates and.-w-ith different rail sections. Theclgips may alsofbe used with metalvties, openings being provided therein for the clip shanks, in which caseit-is not necessary vto use tie-plates. The tie plates may be any Yof `vthe usual vstandard Atief-plates adopted by therailroads, with or without longitudinal ribs or'shoulders. 'In the event shoulders similar to l1 are used, "theline spike'holes'may have their lstraight inner surfaces I9 spaced slightly inwardly toward the rail withv-respect'to the -shoulder as illustrated in Fig 1; or their innersurfaces I8 may bein 4line with such'shoulder,v or spaced slightly outwardly'away -from the rail, with respect'to such'shoulder, as willbe understood'by those skilled in the art.

Referring now to'Figsf'yS'vand 9, Vthese figures illustrate modified ways -of making the lower tapered portions of theshank 24. `In -Fig. '7, the shank 34 is U-shaped in cross-section and ythe legs yofthe U-formation-have sharpened corners to `i'lt more closely into thev corresponding corners of the tie plate holes, while the crotch of the lU- formation is more gently rounded.

In Fig. 8, all four corners of the U-formation 351are relatively sharp while'the ends of -the'legs have inturned toes 36. vIn Fig. 9, all corners of the U-'formation 31 are sharp while the thickness of the metal is somewhat greater than in Fig. 8.

`In all three cases, FigsfL ,and 9,' thelegsof the U-.formation may .face `toward the rail and bestraight while 'the' ba'ckfaces andthe. "side 7 faces of the shanks may be tapered, as with the shank of Fig. 1.

In all forms of shank shown herein, the front surface of the shank may be tapered and the back face straight, if desired. The important relationship is the angle between the shank back and front surfaces. This angle facilitates starting of the clip in a tie plate hole and serves to tilt the shank toward the rail as the clip is driven into the hole as discussed above.

Referring now to Figs. l0, l1 and l2, the clip here follows that shown in Figs. l to 5 with the following differences. The upper part of the shank 24' is reduced in transverse section at the front face as indicated by 38 to provide greater length and nexibility to the arm or leaf 25'. This reduction forms an oblique surface on the upper part of the front face, the lower part of which is parallel to the shank axis where it engages in the spike hole. In addition, the U-shaped legs 28 flare (in cross section) somewhat from thev crotch thereof, as shown especially in Fig. l1.

The construction, operation and manner of driving this modified clip, shown in Figs. to 12, is otherwise substantially as described above in connection with the main form shown in Figs. 1 to 5.

While certain novel features of the invention have been disclosed herein, and are pointed out in the annexed claims, it will be understood that various omissions, substitutions and changes may be made by those skilled in the art without departing from the spirit of theinvention.

What is claimed is:

l. A rail anchor comprising a shank and an integral rail-contact blade, said shank being adapted to fit in a line spike hole of a tie plate or the like, said blade extending substantially horizontally and having a contact surface which is straight lengthwise of the rail, said surface being adapted to contact the lower part of a rail web above the lower llet thereof, whereby to firmly wedge said straight contact surface frictionally against the rail web when the anchor is driven home, said blade having vertical nexibility.

2. A rail anchor comprising a shank and an integral rail-contact blade, said shank having a generally rectangular outline in cross section and adapted to t in a line spike hole of a tie plate or the like, said blade extending substantially horizontally and having a vertically directed ange with a contact surface which is straight lengthwise of the rail, said surface being adapted to contact the lower part of a rail web above the lower fillet thereof, the front surface of the said shank being straight and the back surface thereof being tapered with respect to the axis of the shank, whereby to rmly wedge said contact surface frictionally against the rail web when the anchor is driven home, said blade having vertical flexibility.

3. In an anti-creep track structure, a tie plate having shoulders forming a rail seat therebetween, a T-rail having head, web and base nange, the latter resting on said seat, said tie plate having rectangular spike holes passing through said shoulders, rail anchors, one on each side of the rail, each rail anchor having a spring arm and an integral shank, said shank being disposed within a spike hole, said arm having a contact surface engaging the lower part of the rail web at spaced points, said arm extending substantially horizontally from said shank to said web, whereby to exert high static pressure substantially normal to the web surface, the

greater part of said pressure being directed horizontally and a relatively small part of said pressure being directed downwardly, said shank having a substantially rectangular outline in cross section, the front and back surfaces of said shank being tapered with respect to each other, said arm being spaced from said base and exerting a truss action on said web, whereby to prevent substantial creepage of the rail in both directions, while permitting relatively free vertical movement thereof on said tie plate.

4. In combination with a rail and a tie plate or the like supporting said rail, a rail anchor comprising a shank and an integral rail-contact blade extending from the front thereof, said shank having a generally rectangular outline in cross section and adapted to t in a line spike hole of said tie plate or the like, said blade extending substantially horizontally and having a contact surface adapted to engage the rail web between upper and lower fillets thereof at spaced points lengthwise of the rail, the back surface of the shank being on an angle with respect to the front surface of the shank, whereby to rmly wedge said contact surface frictionally against the rail web when the anchor is driven home.

5. In combination with a rail and a tie plate or the like supporting said rail, a rail anchor comprising a shank and a rail-contact blade, said shank adapted to fit in a hole of said tie plate or the like, said blade extending substantially horizontally and having a vertically directed flange with a contact surface which is straight lengthwise of the rail, said surface being adapted to contact the rail web between upper and lower fillets thereof, whereby to firmly wedge said contact surface frictionally against the rail web when theanchor is positioned, said anchor having vertical flexibility.

6. In an anti-creep track structure, a rail seat, a rail having head, web and base flange, the latter resting on said seat, means laterally positioning said rail including a rail anchor, said rail anchor including a post supported by said seat alongside the rail, an arm extending downwardly from said post to the rail to provide rail contact portions spaced lengthwise of the rail, said rail contact portions engaging the lower part of the rail web below the upper part of the rail web and above the lower fillet thereof, whereby to rmly wedge said contact portions frictionally against the rail web, said anchor having vertical flexibility to permit vertical movement of said rail on said seat.

7. A rail anchor comprising an integrally connected angularly related shank and arm, said arm being sufliciently thin to provide vertical flexibility in a direction axially of the shank and having a sufficiently long rail engaging portion to abut the rail web at spaced points lengthwise of the rail, said shank and arm being so dimensioned that the shank may be started into a tie plate hole with the rail in position on the tie plate and with said rail engaging portion adjacent the rail web, said shank, when driven into the tie plate hole, forcing said arm into wedging engagement with the lower part of the web, said anchor having the aforementioned vertical flexibility to enable the rail to partake of normal wave movement with respect to the tie plate.

8. In combination with a rail and a tie plate or the like for supporting said rail, a rail anchor comprising essentially an arm and a shank, said arm engaging the rail web at spaced points lengthwise of the rail, said shank engaging in a hole in said tie plate or the like, said spaced points and, the engagement, with said tie. plate hole, forming inK effect. a trialniuiar truss, saisi anchor beine so dimcnsioned that, when the shank is forced into thev tieV plate hole, the arm is-,wedgcd against the rail web.

9. A rail anchor comprising a shank with an integral; relatively long and thin, hat, flexible rai-l contact blade whose length projects from the top, ofthe shank at the frontin` cantilever fashion at an angley slightly less than a right angle with the shank axis and inA the direction of the bottomof1 the shank, said shank being U-shape in crosssection with the legs ofthe U-shank facing toward the free end of said blade and with the crotch of the U-shape tapered axially of the shank, said shank having a ilat top providing an anvil surface, the width of said blade extending transverseh7 ofthe shank axis and gradually increasing frorn the shank toward said free end,

said blade having a flange at s aid free end turned in a direction parallel to the shank axis and forming a straight rail web contact surface whose length extends in the direction of blade width, the front surface of the shank being relieved just under the blade to increase the effective length of the blade.

10. A rail anchor comprising` a shank with an integral, relatively long and thin, flat, flexible rail contact blade whose length projects from the top of the shank at the front in cantilever fashion at an angle slightly less than a right angle with the shank axis and slopes toward the bottom of the shank, the front and back surfaces 'af the shank forming an acute angle to provide a taper to the shank, the width of said blade extending transversely of the shank axis and increasing from the shank toward the free end of the blade, said blade having a flange at said free end forming a straight rail web contact surface whose length extends in the direction of blade width.

1l. The combination with a rail support having an opening therein, of a shank seated in the opening, a attened arm integral with and extending from the upper end of the shank and proportioned and positioned to engage one side of the web of a supported rail, said arm, when forcibly moved downwardly, constituting means for binding the shank upon the wall of said openingand for binding the end of the arm upon the web of the rail, said arm being proportioned to flex upwardly and downwardly under pressure exerted by the engaged web of the rail.

12. The combination with a rail support having openings therein spaced to receive the base flanges of a rail therebetween, of shanks insertible downwardly within the respective openings, flattened arms extending from the respective shanks toward each other, said arms being proportioned to frictionally engage opposed faces of the web of an interposed rail, the proportions of each arm being such that when its shank is forcibly driven into its respective support opening, said arm will bind the shank upon opposed walls of the opening in which it is seated and will effect a tight frictional fit against the adjacent side of the web, the thickness of the arm being such as to permit limited up and down flexing of the arm relative to the shank when subjected to up and down movement respectively of the rail engaged by the arms, the rail engaging ends of the arras being straight lengthwise of the rail and cooperating to grip the web and hold it against longitudinal movement when subjected to longitudinal thrust.

1i0 1.3i; A. rail anchor comprising a shank and; a rai-l contact arm, said shanky being adapted to nt into the hole of a tieA plate or the like, said arm extending laterally to provide rail-contact portions spaced lengthwise of the raiL, said railcontact portions being adaptedl to engage. the rail web in spaced relation to upper andlower fillets thereof, whereby to` firmly Wedge said contact portions .frictionally against the rail web whenl the anchor is positioned, said anchor having vertical, flexibility to permit vertical movemontof therail.

11i. A rail anchor comprising a shank With an integralA rail-contact blade, said, shank being adapted to fit into the hole of a tie plate or the like, said, blade extending substantially horizontally from shank to rail to forma rail-contact surface which, is straight lengthwise of; the rail, contact surface being adapted to. eng-age. the lower part of av raily web spaced from the upper part thereof and' from the lower llet thereof, whereby to rmly wedge said straight contact surface frictionally against the rail web when the anchor is driven home, said blade, having vertical flexibility to permit vertical movement of he rail',

l5. A rail anchor comprising a shank with an integral rail-contact blade, saidshank having a generally rectangular outline in cross section and adapted to iit into a hole of a tie plate and to extend substantially flush with the lower surface thereof, said blade extending substantially horizontally and flaring from shank to rail to form a rail-contact surface which is straight lengthwise of the rail, said contact surface being adapted to engage the lower part of a rail web spaced below the upper part thereof and above the lower fillet thereof, whereby to firmly wedge said straight contact surface frictionally against the rail web when the anchor is driven home, said blade having vertical flexibility to permit vertical movement of the rail.

16. In an anti-creep track structure, a rail seat, a rail having a head, a web and a base flange, the latter resting on said seat, means laterally positioning said rail including a rail anchor, said rail anchor including a post held to said seat alongside the rail, an arm extending laterally from said post to provide rail contact portions spaced lengthwise of the rail, said arm being firmly wedged against the rail web with said rail contact portions frictionally engaging the rail Web and spaced between upper and lower llets thereof, said anchor having vertical exibility to permit vertical movement of said rail on said seat, while preventing creep of said rail on said seat in both directions,

17. The combination with a rail having a head, web and base flanges and a support having spaced openings positioned to receive the base flanges of the rail therebetween, of Shanks insertible into the openings, arms inclined relative to and eX- tending from the Shanks, said arms being proportioned to engage the web of said rail at spaced points longitudinally of the rail and at points spaced from the base flanges and from the head of the rail, each shank and its arm being positioned for frictional contact with the rail support and the web respectively and each arm being proportioned for limited up and down flexing through frictional contact with the web of the engaged rail.

18. The combination with a rail support having an opening therein, of a shank seated in the opening, a flattened arm extending from the upper end of the shank and proportioned and positioned to engage one side of the web of a supported rail at spaced points longitudinally of the rail, said arm being of such length that, when forcibly moved downwardly, it constitutes means for binding the shank upon the wall of said opening and for binding the end of the arm upon the web of the rail to prevent creepage.

19. The combination with a rail support having openings therein spaced to receive the base anges of a rail therebetween, of shanks insertible downwardly within the respective openings, iiattened arms integral with said shanks and extending from the respective shanks toward each other, said arms each being proportioned to frictionally engage the adjacent face of the web of an interposed rail at spaced points lengthwise of the rail, the proportions of each arm being such that when its shank is forcibly driven into its e respective support opening, said arm will bind the shank upon opposed wall portions of the opening in which it is seated and will effect a tight frictional iit against the adjacent face of the web.

20. The combination with a rail support having openings therein spaced to receive the base flanges of a rail therebetween, of Shanks insertible downwardly within the respective openings, fiattened arms integral with their respective Shanks and extending from the respective Shanks toward each other, said arms each being proportioned to frictionally engage the adjacent face of the web of an interposed rail at spaced points lengthwise of the rail, the proportions of each arm being such that when its shank is forcibly driven into its respective support opening, said arm will bind the shank upon opposed wall portions of the opening in which it is seated and will effect a tight frictional fit against the adjacent face of the web, the thickness of the Aarm being such as to permit limited up and down flexing of the arm relative to the shank when subjected to up and down movement of the rail engaged by the arms.

OSCAR FRED ARTHUR.

FREDERICK SCHULLE.

' REFERENCES CITED The following references are of record in the le ofvr this patent:

UNITED STATES PATENTS 

